Enhanced communication system for vehicle hazard lights

ABSTRACT

A system for implementing strobing of existing vehicle hazard lights including an interface to a vehicle wiring harness configured to receive input to an existing vehicle flasher module, and a strobing circuit that responds to an activation signal from the vehicle wiring harness that is indicative of a hazard flasher deployment event by producing an electrical output through the interface to the vehicle wiring harness that causes a strobing of existing vehicle hazard lamps.

CROSS-REFERENCE TO RELATED CASES

This application is a continuation of U.S. patent application Ser. No.16/878,160 entitled ENHANCED COMMUNICATION SYSTEM FOR VEHICLE HAZARDLIGHTS filed on May 19, 2020 which is a continuation of U.S. patentapplication Ser. No. 16/359,767 entitled ENHANCED COMMUNICATION SYSTEMFOR VEHICLE HAZARD LIGHTS filed on Mar. 20, 2019 which claims thebenefit of U.S. patent application Ser. No. 14/875,883 entitled ENHANCEDCOMMUNICATION SYSTEM FOR VEHICLE HAZARD LIGHTS filed on Oct. 6, 2015which claims the benefit of U.S. provisional patent application Ser. No.62/083,619 entitled VISUAL EMERGENCY COMMUNICATION SYSTEM WITH AUTOMATICDEPLOYMENT CAPABILITY FOR EXISTING VEHICLE WIRING SYSTEMS, filed on Nov.24, 2014, the contents of which are hereby incorporated by reference.

FIELD OF THE INVENTION

The present disclosure relates to emergency or hazard lights forautomobiles, RVs, trailers, motorcycles and vehicles in general, and,more particularly, to emergency or hazard lights that strobe and givevisual direction for increased safety and visibility.

BACKGROUND

The advent of light emitting diode (LED) technologies has enhancedlighting capabilities to a point where vehicle based lights are becomingmore effective as visual signals during emergencies and hazardoussituations. Emergency services, law enforcement agencies, trafficcontrol, and other government agencies have recognized this fact andadded separate strobe lighting systems to their vehicles. These systemsare added on to what would otherwise be a factory stock lighting setupand operate using a wiring and switch platform that is independent fromthe traditional hazard light circuit. Foreign and domestic automanufacturers often use blinker switches based on decades-old technologyin order to make automobile blinkers and hazard emergency lights blinkor flash. Even where newer microcontrollers are used, they effect onlythe well-known signal and hazard flasher operations of decades past.

A problem with existing systems and modes of operation with respect toemergency flashers is that a double blinker flashing during anemergency, on a roadside for example, is insufficiently visible and doesnot provide a high level of clear visual communication to other driversthat a safety hazard exists. Many citizens are killed each year whileusing their flashing hazard lights during emergency situations on theroad. Flashing or double blinking emergency lights are nowhere near aseffective as strobing hazard lights.

Another problem with existing emergency flashers is that they are notalways deployed when a genuine emergency exists. Occupants may beinjured or otherwise unable to deploy the emergency flashers when theyare needed most. A disabled vehicle on a roadway is a hazard to othervehicles and all vehicle occupants. In other cases, a vehicle may be offthe roadway such that further collision danger is minimal. Nevertheless,hazard lights can be critical in quickly locating vehicles that haveleft the roadway either purposefully (e.g., to leave the flow oftraffic) or as the result of an accident.

Laws related to strobing lights on vehicles address emergency or lawenforcement related vehicles. For example, there are laws for emergencyand police vehicles reserving a combination of strobing colors on top ofvehicles, or in a light bar, or mounted elsewhere. These laws reinforcethe belief that strobing lights are significantly more effective duringvehicle emergencies due to their higher visibility, attention grabbingattributes, and ability to provide useful visual information anddirection to others.

With the increasing use of cell phones and text messaging (whileoperating a vehicle) becoming more of a safety problem, a need exists toenhance a citizen's emergency visual communication abilities when on theside of the road and without getting out of their vehicle. A need alsoexists for an automated visual emergency communication system to enhancea citizen's ability to automatically signal to others during emergencysituations when the operator is unable to activate such a visualcommunication signal system on his or her own.

What is needed is a system and method for addressing the above, andrelated, issues.

SUMMARY OF THE INVENTION

The invention of the present disclosure, in one aspect thereof,comprises a system for implementing strobing of existing vehicle hazardlights including an interface to a vehicle wiring harness configured toreceive input to an existing vehicle flasher module, and a strobingcircuit that responds to an activation signal from the vehicle wiringharness that is indicative of a hazard flasher deployment event byproducing an electrical output through the interface to the vehiclewiring harness that causes a strobing of existing vehicle hazard lamps.The strobing effect on each of the existing vehicle hazard lamps has acycle that is perceptibly faster than a cycle of existing vehicle signallights. Wherein a user signals a hazard flasher deployment by anexisting vehicle hazard flasher switch inside the vehicle.

The strobing circuit may provide a plurality of different strobingeffects via the wiring harness, the plurality of strobing effects beingselected by subsequent activation signals indicative of subsequenthazard flasher deployment. At least one of the plurality of strobingeffects indicates a directional signal by strobing existing vehiclelamps on one of the left or right side of the vehicle before those ofthe other side. The interface and the strobing circuit may be anintegrated component that replaces an existing vehicle flasher module.

The strobing effect on each of the existing vehicle hazard lamps mayhave a cycle of at least 8 Hertz. The strobing circuit may comprise aprogrammable microcontroller and may further comprise an accelerometer.Strobing of existing vehicle hazard lamps may be deployed in response topredetermined acceleration events being detected by the accelerometer.The strobing circuit may also be interfaced to an existing vehiclesafety system and cause the strobing of existing vehicle hazard lamps inresponse to a notification of a predetermined safety related event bythe existing vehicle safety system.

The invention of the present disclosure, in another aspect thereof,comprises a vehicle lighting safety device comprising at least one leftsignal input, at least one right signal input, and at least one hazardinput. The device includes a microcontroller communicatively coupled tothe at least two signal inputs and the at least one hazard input, and anoutput communicatively coupled to the microcontroller and capable ofdriving a plurality of vehicle mounted light emitting diodes dividedinto left side and right side groups. The microcontroller operates theleft side light emitting diode group in a cyclic manner in response toreceiving a signal the at least one left signal input. Themicrocontroller operates the right side light emitting diode group in acyclic manner in response to receiving s signal on the at least oneright input signal. The microcontroller operates both the left sidelight emitting diode group and the right side light emitting diode groupin a strobing manner in response to receiving a signal on the at leastone hazard input.

The microcontroller may operate the left and right side diode groups inmultiple strobing patterns selected by the at least one hazard input.The device may further comprising an accelerometer communicativelycoupled to the microcontroller, wherein the microcontroller operatesboth the left side light emitting diode group and the right side lightemitting diode group in a strobing manner in response to input receivedfrom the accelerometer. The microcontroller can be interfaced to anexisting vehicle safety system and operate both the left side lightemitting diode group and the right side light emitting diode group in astrobing manner in response to a notification of a predetermined safetyrelated event by the existing vehicle safety system.

In some embodiments, the microcontroller is communicatively coupled tothe at least two signal inputs and the at least one hazard input via anexisting vehicle wiring harness. The microcontroller may operate boththe left side light emitting diode group and the right side lightemitting diode group in a strobing manner in response to receiving asignal on the at least one hazard input at a frequency of at least 8 Hz.

The invention of the present disclosure, in another aspect thereof,comprises a vehicle safety device having a microcontroller, an analoginput block configured to accept inputs from a vehicle wiring harnessindicative of deployment of a left signal, a right signal, and hazardflashers and a body control module input block configured to acceptinputs from a vehicle body control module indicative of a left signal, aright signal, and hazard flashers. The device also has an output signalblock configured to drive at least a front left signal light, a frontright signal light, a rear left signal light, and a rear right signallight. The microcontroller accepts input from either of the analog inputblock or the body control module input block to determine when hazardflashers have been deployed and, when hazard flashers are deployed,drives at least the front left signal light, the front right signallight, the rear left signal light, and the rear right signal light in arepeating flash pattern comprising a portion having a cycle rate that isperceptibly faster than a signal light cycle rate.

In some embodiments, the microcontroller drives at least the front leftsignal light, the front right signal light, the rear left signal light,and the rear right signal light in a plurality of strobing patterns. Theplurality of strobing patterns may be selected by a user using anexisting vehicle hazard light switch. The microcontroller may drive atleast the front left signal light and left rear signal light in arepeating non-strobing pattern in response to input indicative of a leftsignal and may drive at least the front right signal light and rearright signal light in the repeating non-strobing pattern in response toinput indicative of input indicative of a right signal.

In some embodiments, the analog input block accepts input from anexisting vehicle wiring harness. The analog input block may beconfigured to interface with at least 2, 3, 4, 5, and 8 pin flasherrelay systems.

The invention of the present disclosure, in another aspect thereofcomprises a vehicle lighting safety device having at least one hazardinput communicatively coupled to a driver accessible hazard light switchinside the vehicle, a microcontroller communicatively coupled to the atleast one hazard input, and an output communicatively coupled to themicrocontroller and capable of driving a plurality of vehicle mountedlight emitting diodes, at least some of which are selectively operativeas turn signal lights based upon manipulation of a signal light stalkmounted to a vehicle steering column. The microcontroller operates boththe plurality of light emitting diodes in a strobing manner in responseto receiving a signal on the at least one hazard input. In someembodiments, the microcontroller comprises a body control module. Inanother embodiment, the microcontroller receives the hazard input via abody control module.

BRIEF DESCRIPTION OF THE SEVERAL VIEWS OF THE DRAWINGS

FIG. 1 illustrates an exemplary placement of signal indicators andhazard flashers on a typical vehicle.

FIG. 2A illustrates an exemplary vehicle dashboard and exemplaryplacement of certain controls.

FIG. 2B illustrates an exemplary vehicle wiring harness and location fora strobe module to replace a flash relay.

FIG. 3 is a block diagram of a strobe module for vehicle hazard lightsaccording to aspects of the present disclosure.

FIG. 4 is a schematic diagram input/output diagram of a strobe moduleaccording to aspects of the present disclosure.

FIG. 5 is a wiring diagram of a two-pin flasher system.

FIG. 6A is a wiring diagram showing an embodiment of a strobe moduleaccording to aspects of the present disclosure installed into thegeneric two-pin flasher system of FIG. 5.

6B is a wiring diagram showing an embodiment of a strobe moduleaccording to aspects of the present disclosure installed into thegeneric two-pin flasher system of FIG. 5 in a different manner.

FIG. 7 is a wiring diagram of a three-pin flasher system.

FIG. 8 is a wiring diagram showing an embodiment of a strobe moduleaccording to aspects of the present disclosure installed into thethree-pin flasher system of FIG. 7.

FIG. 9 is a wiring diagram of a four-pin flasher system.

FIG. 10 is a wiring diagram showing an embodiment of a strobe moduleaccording to aspects of the present disclosure installed into thefour-pin flasher system of FIG. 9.

FIG. 11 is a wiring diagram of a five-pin flasher system.

FIG. 12 is a wiring diagram showing an embodiment of a strobe moduleaccording to aspects of the present disclosure installed into thefive-pin flasher system of FIG. 11.

FIG. 13 is a wiring diagram of an eight-pin flasher system.

FIG. 14 is a wiring diagram showing an embodiment of a strobe moduleaccording to aspects of the present disclosure installed into theeight-pin flasher system of FIG. 13.

FIG. 15 is a wiring diagram of a flasher system controlled by a bodycontrol module (BCM).

FIG. 16A is a wiring diagram showing an embodiment of a strobe moduleinstalled into the BCM controlled flasher system of FIG. 15.

FIG. 16B is a wiring diagram showing an embodiment of a strobe moduleinstalled into the BCM controlled flasher system of FIG. 15 viamodification of a microcontroller.

FIG. 17 is a timing diagram showing on and off states for left and rightsignal lamps over time in a left to right signaling pattern.

FIG. 18 is a timing diagram showing on and off states for left and rightsignal lamps over time in a right to left signaling pattern.

FIG. 19 is a state diagram corresponding to one method of operating astrobe module according to aspects of the present disclosure.

DETAILED DESCRIPTION

In various embodiments of the present disclosure, devices and systemsare implemented that provide enhanced visual communication cues viaexisting or replacement signal and/or hazard lights on an automobile.Signal and hazard lights in most cars cycle between light and dark at arate between once and twice per second or 1-2 Hz. Such a rate isbelieved to be adequate for signaling lane changes and othernon-emergency situations. However, existing cars and hazard lightflasher systems do not take in to account the need for, and benefit of,communicating an emergency situation utilizing an enhanced flash rate. Avehicle traveling 70 miles per hour will travel over 50 feet before a 2Hz cycle has completed one time. This distance can mean the differencebetween an accident and a close call. Further, reaction time and abilityto maneuver or stop must be taken into account. The quicker a drivertakes notice of a problem, the more likely he or she can still have timeto avoid a serious accident.

For purposes of the present disclose, an enhanced flash rate is one thatis perceptibly altered, or has at least a component of the flashingcycle that is increased in flashing speed, from the high end of thenormal flash rate of about 2 Hz. Such flash rate may be referred to as a“strobe” instead of a flash or signal for purposes of the presentdisclosure. In some embodiments, a strobe has a cycle rate of 3 Hz orabove (although slower rates may still be considered “enhanced” or“strobing” so long as there is a perceptible increase in rate over thatof a typical signal light). In other embodiments, the strobe rate is 4Hz or above, representing a doubling of the fastest typical vehiclesignal light or hazard light flash rate. It is believed that the fastera light strobes with adequate delineation and contrast between light anddark periods, the more attention grabbing the light is perceived to be.Accordingly, in another embodiment, the strobe rate is 6 Hz, or a factorof three faster than the fastest flash rate expected to be encounteredfrom a standard signal or hazard light. In further embodiments, thestrobe rate is 8 Hz or above.

It should be understood that lighting patterns may be produced thatcomprise strobed illumination (e.g., light and dark cycles repeating at2 Hz or more) interspersed with longer dark or non-illuminated periods.For purposes of the present disclosure, the term strobe encompassespatterns of flashing lights, part of which are strobing per thedefinition above, and part of which may be dark or non-illuminated,steady state illuminated (at full or partial maximum output), or flashedat a rate that is slower than a strobe. The term strobe should also beunderstood to encompass patterns that contain strobing portions ofvarying frequency. A non-limiting example of such a pattern would startflashing at 2 Hz and increase over time to 8 Hz or more before repeatingor moving to another pattern. It should also be understood that, invarious embodiments of the present disclosure, signal lights (e.g., leftand right signal) are maintained at the normal 1-2 Hz, while emergencyor hazard flashers are deployed at a strobing rate or in a strobingpattern. Moreover, as described in detail below, a normal slower flashrate may be optionally available when the hazard flashers are deployed.

Emergency vehicles have been quipped for many years with brightly andrapidly cycling lighting systems. These have been based on complexmechanical systems involving rotating reflectors and the like thatincrease apparent flash rate beyond what is normally achievable withtraditional incandescent based circuitry. Unfortunately, such systemswere specialized add on equipment to the basic underlying vehicle, andnot normally available or cost effective for the general public toutilize, even for legitimate purposes. Newer systems based on lightemitting diodes (LEDs) are available but, again, are specializedequipment, typically added to a vehicle after it leaves themanufacturer, and requiring separate controls, circuitry, and possiblypower supplies from what is available from a factory vehicle.

A traditional signal light system for a consumer automobile, and itsassociated hazard flashing system, has a flash rate on the order of 1-2Hz. This was originally based in part on the use of incandescent lightbulbs in the older systems (typically 6V or 12V bulbs), which rely oninternal filaments that heat up and glow in order to operate. Thefilaments do not glow sufficiently to be able to provide appropriatevisual cues until power has been applied a sufficient amount of time.Further, they do not stop glowing instantaneously when power is removed.Thus, the rate at which the signal light or hazard flashers could becycled was limited. Other limitations existed based on the fact that theoriginal circuitry driving the flashing operation was based on analogthermal switches or other electromechanical components, which could notdrive incandescent bulbs much beyond around 2 Hz. For purposes of thepresent disclosure, an existing vehicle circuit implementing theperiodic activation of lights for signaling or hazard indications(whether based on thermal switches or otherwise) is referred to as aflasher module or relay, signal module or relay, or blinker module orrelay.

Strobe lights based on exclusively on analog circuitry have beenavailable for some time but require arrangements of transformers toproduce voltages on the order of hundreds of volts, capacitors, anddelicate gas discharge tubes to operate. Again, none are suitable forconsumer use with ordinary automobiles.

LED lighting systems have now made their way to many vehicle models asstandard equipment. LED upgrade kits are available for older and newermodel cars as well. However, the operation of the LED lighting systemsoperate in the same manner and provide the same functions that wereavailable with the incandescent lighting systems (albeit at greaterefficiency and/or intensity).

In various embodiments, the present disclosure provides systems andmethods that are capable of providing strobing effects in existinglighting systems for factory standard automobiles. Such systems andmethods rely on existing wiring, LED lights, and controls (switches,etc.). In other embodiments, the systems and methods of the presentdisclosure are applicable to vehicles produced without LED lights, butwhich have been upgraded from the basic incandescent bulbs, at least sofar lights for which strobing effects are sought. The existing wiringmay be employed in such embodiments and the existing controls areutilized. In other words, embodiments of the present disclosure providefor strobing effects of vehicle signal lights, brake lights, or otherexisting lights to be available to a driver or vehicle occupant and tobe operable with existing and familiar hazard light switches or otheractivation means. Automatic deployment of strobing effects can be tiedto signals received from existing vehicle control or safety systemscorresponding, for example, to air bag deployment, ABS activation, hardbraking, rollovers, etc. It is also possible to add at least someautomatic deployment features for older vehicles based on the use ofseparate accelerometers not present in the existing vehicle systems.Various embodiments of the present disclosure can be installed orimplemented at the time of manufacture as factory standard equipment, orentirely as an aftermarket system relying on factory installed controls,wiring, and to the extent possible, existing bulbs.

Referring now to FIG. 1, exemplary placement of various signal lightsand/or hazard lights is shown on a typical automobile 100. It should beunderstood that the terms automobile, car, and vehicle, are usedinterchangeable herein, and the systems and methods of the presentdisclosure are equally applicable to all of these. The terms, lamp,light, indicator, flasher, signal and blinker as used in the presentdisclosure in the context of the strobing systems presented hereinshould be understood to mean an LED light placed appropriately on avehicle or automobile 100 to be visible to other drivers or observersoutside the vehicle. FIG. 1 shows the automobile 100 from side, front,and rear views. A left front indicator light 102, left side indicatorlight 104, and left rear indicator light 106 can be seen at typicallocations on the automobile 100. Similarly, along the right side of theautomobile 100 are right front indicator light 108, right side indicatorlight 110, and right rear indicator light 112. It should be understoodthat the placement of the indicator lights is for illustration only, andthe present disclosure is not limited to the placement shown. On most,if not all, available vehicles, the left front indicator light 102 andright front indicator light 108 will generally be toward the front ofthe automobile 100, visible to facing or oncoming traffic. These aregenerally forward of left side indicator light 104 and right sideindicator light 110 (if the vehicle is so equipped) which are visiblefrom the sides of the automobile 100. The left side indicator light 104and/or right side indicator light 110 may also be mounted on the body ofautomobile 100, rather than on the mirrors, or on another location.Finally, left rear indicator light 106 and right front indicator light108 are generally mounted rearward on the 100 so as to be visible totraffic behind the automobile 100.

As described above, the various indicator lights may be LED lights, ormay have originally been incandescent bulbs (or a mixture of the two)that have been changed out for LED lights in order to allow effectivestrobing as provided by various embodiments of the present disclosure.In various embodiments of the present disclosure, the existing location,placement, and color of lights is retained as the vehicle wasmanufactured, or would be manufactured, is produced without any of thesystems of the present disclosure.

Referring now to FIG. 2A, a vehicle dashboard 202 is shown. Thedashboard 202 is meant to represent any vehicle dashboard as are widelyknown to the public. A turn signal stalk 204 is generally provided tothe left of the steering wheel and operated to activate signal lights.Normally, movement of the turn signal stalk 204 downward indicates aleft hand signal and movement of the turn signal stalk 204 upwardindicates a right hand signal. Upon activation and the appropriatesignal lights are illuminated in a slow, periodic flashing manner.

A hazard flasher button 206 may be located at various locations on theinterior of a vehicle. Here the hazard flasher button 206 is shown inthe center of the vehicle dashboard 202 but it could be placed on asteering column, below the vehicle dashboard 202, or elsewhere.

Embodiments of the present disclosure are designed to work with theexiting signal and hazard light controls (e.g., the turn signal stalk204 and hazard flasher button 206) such that a driver or user does nothave to learn or remember any separate controls. As described below,some embodiments of the present disclosure allow a selection of variousstrobe or flashing lights to be implemented. These may be implemented bysequential presses of the hazard flasher button 206. No separate manualcontrols are needed or provided. Thus, the user is not presented with aconfusing array of options or controls during an emergency and does nothave to suffer any unwanted modifications that are visible on theinterior of the vehicle.

Referring now to FIG. 2B an exemplary vehicle wiring harness 208 andlocation for a strobe module to replace a flash relay is shown. Thewiring harness 208 is shown as only that portion of the harness thatinterconnects with a strobe module 300 according to aspects of thepresent disclosure. It should be understood that the wiring harness mayrun throughout a vehicle and may be constructed of multiple separatepieces. According to embodiments of the present disclosure, a strobemodule 300 replaces an existing flasher relay device and provides astrobing circuit for the hazard lights in an existing vehicle. Thestrobe module 300 may even be mounted in the same location as theoriginal relay. In some embodiments, the strobe module 300 ispin-compatible with an existing connector 214 on the wiring harness 208and performs all of the functionality described below relying on thepower, signaling, and other connections provided via the wiring harness208. In other embodiments, an adapter (not shown) may interpose thestrobe module 300 and the wiring harness connector 214 such that asingle embodiment of a strobe module 300 can be connected to a widevariety of vehicles and wiring harnesses.

In some embodiments, as explained below, the strobe module 300 may notbe able to provide the full contemplated functionality interfacing tothe vehicle exclusively via the wiring harness 208. In such cases,additional leads may be routed to power, ground, or wherever needed. Inembodiments where a body control module (BCM) is present, the strobemodule 300 may have little or no interaction to the vehicle via theconnector 214, but may be spliced and wired into the vehicle at aconvenient location to receive output from the BCM and drive theassociated vehicle lights (as described further below).

For purposes of the present disclosure, any electronic orelectromechanical mechanical device with control or programmable control(whether or not reprogrammable) over the signal lights or hazard lightsof a car is considered a BCM. A BCM may incorporate one or more siliconbased processors, microprocessors, controllers, microcontrollers, chips,gate arrays, or other logical devices. In some cases, the BCM maycontain relatively complex multifunctional components such assystem-on-a-chip devices. Additional names or designators for a BCM mayinclude, but are not limited to, computer, control unit, electroniccontrol unit (ECU) body computer, body computer module, body controller,body control module, and on board controller. The BCM may or may notcontrol additional aspects of the vehicle in addition to hazard orsignal lights.

An existing mounting point 210 may be provided on the vehicle forphysically locating and affixing the original flasher relay. The samelocation 210 may be used to store and secure the strobe module 300. Inembodiments where the strobe module 300 interfaces with the vehicle atleast partially via the wiring harness 208, the mounting point may benear the connector 214.

Referring now to FIG. 3, a block diagram of a strobe module for vehiclehazard lights according to aspects of the present disclosure isdisclosed. Arrows in FIG. 3 are indicative of direction of signaling,information, or power flow. In the embodiment of FIG. 3, the primaryfunctionality of the strobe module 300 is provided by a microcontroller302. The microcontroller 302 may be a general purpose microcontrollerthat is suitable to the environment in which is it used (e.g., a vehicleinterior or engine compartment). The microcontroller 302 may beprogrammed using, for example, assembly language or a higher levellanguage when suitable. In some embodiments, the microcontroller 302 maybe less advanced than a general purpose microcontroller and may comprisea field programmable gate array (FPGA) or the like. An applicationspecific integrated circuit (ASICS) may also be used.

It will also be appreciated that a system-on-a-chip device might beemployed to fulfill the functions of the microcontroller 302 as well asproviding integrated memory and storage, I/O ports, D/A, A/D, timingfunctions, and the like. In some cases, wireless communicationcapabilities may even be provided on a single chip. Such an embodimentis within the scope of the present disclosure and simply moves certainaspects or functions of the strobe module 300 from the variousindividual components as described herein and consolidates them onto asingle silicon device.

In the illustrated embodiment of FIG. 3, the microcontroller 302receives input from an analog input block 304. The analog input block304 provides signal connections to those automobiles relying on older ortraditional analog blinker or hazard flasher modules. The analog inputblock 304 provides the appropriate leads and connections to mimic theinterface to the automobile of various legacy flasher systems (e.g., viathe connector 214). These include, for example, existing 2, 3, 4, 5, or8 pin flasher schemes. Exemplary detailed wiring diagrams for thesesystems are explained below. However, in each case, the functionality issimilar. The strobe module 300 operates on the basis of themicrocontroller 302 reading or accepting the signals or voltages thatwould normally be provided to the existing flasher module or relay andreplicating the appropriate output signal or voltage at output signalblock 308, which connects to the downstream electrical componentsresponsible for illuminating the relevant signal light (in many cases,the only existing downstream component will be the bulb or LED that isvisible to other drivers). For example, a driver may flip a signal lightstalk upward to signal a right turn. This would normally send a signalin the form of a voltage to the flasher relay. In response, the existingsignal or hazard module would provide the traditional periodicillumination of the relevant signal lights. A driver may also deploy ahazard light switch, and in response, the existing hazard module wouldprovide periodic illumination of all signal lights. The strobe module300 replicates this functionality as a replacement for the existinghazard or signal module. However, in the event that hazard lights areactivated (as indicated on the analog input block 304), themicrocontroller 302 is programmed to deploy the signal or hazard lightsin a strobing fashion.

As described, a strobing light appears substantially different than anormal flashing light as have been seen to date on automobiles. However,since strobing lights are attention grabbing devices associated withhazardous conditions, it may be a better choice not to strobe therelevant lights when a simple signal light is indicated on the analoginput block 304. Accordingly, the microcontroller 302 may be programmedto flash, rather than strobe, the relevant lights or LEDs when a turnsignal is indicated when such a distinction is supported by the existingvehicle wiring.

In some embodiment, the strobe module 300 is deployed or implemented ina newer automobile that may utilize a computer or set of computers thatcontrol non-engine related functions referred to as a body controlmodule (BCM). In such cases, the signal stalk and the hazard flasherbutton may be connected directly to the BCM, which then deploys thesignal lights as signal lights (one side only) or as hazard lights (bothsides simultaneously). It is possible to implement the systems of thepresent disclosure by initial programming (or reprogramming whereallowed) of the BCM. However, on vehicles that are already built and onthe road, access to, and reprogramming of, the BCM is generally timeconsuming and cost prohibitive to a degree it may not be likely to gainwide acceptance. Further BCM schematics and programming routines arerarely made public. Accordingly, the strobe module 300 may have a BCMinput block 306 instead of (or in addition to) the analog input block304.

The BCM input block 306 may comprise a series of leads that are wired tointercept the outputs from the existing BCM that drives the vehiclesignal and hazard lights. When the microcontroller 302 detects that theBCM indicates a signal light, it may utilize the output signal block 308to activate the relevant lights in the traditional signaling manner. Onthe other hand, if the microcontroller 302 detects on the BCM inputblock 306 that the BCM indicates a hazard flash, the output signal block308 will be used to drive the strobing effect on the exterior lights asdescribed.

The output signal block 308 provides electrical connections to each bulbor LED that forms an existing part of the signal or hazard flashersystem of the automobile into which it is installed. Such connectionsmay include connections to lights visible outside the car, as well asindicator lights visible to the driver. The microcontroller 302 may ormay not have the capacity to directly drive the LEDs comprising theflasher or signal system of the car. Consequently, as is known in theart, amplifiers, relays, or other circuitry that is capable of drivingthe LEDs in the required manner may comprise the output signal block308, which, in turn, drives the LEDs.

A power supply module 310 may be integrated with the strobe module 300to power the microcontroller 302, output signal block 308, and/or othercomponents. The power supply module may be configured to draw power fromthe existing 12 volt system of the vehicle. In another embodiment, itmay draw power from a regulated accessory bus (e.g., 5 V, 12 V, orother).

Power management circuitry 312 may be provided for converting voltagefrom that received by the power supply module 310 to that utilized bythe other components of the strobe module 300. The power managementcircuitry 312 may also prevent power surges or spikes from reaching themicrocontroller 302 and other sensitive components. In some embodiments,battery back-up may be provided the microcontroller 302. Where spaceand/or battery capacity permit, a backup battery could even drive theLEDs via the output signal block 308 when the vehicle electrical systembecomes exhausted or fails due to damage sustained, for example, in acrash.

The microcontroller 302 may be configured to communicate with variousexisting vehicle subsystems for automatic deployment of strobing lights.For example, in the event of an air bag deployment, the emergency lightsmay be set to strobe. Similarly, if a deployment of an anti-lock brakesystem or stability system is detected, the microcontroller 302 mayactivate strobing lights. In some embodiments, deactivation of thestrobing lights may be automatic as well based on information receivedfrom other vehicle subsystems.

In other embodiments, the strobe module 300 has one or more on-board(not presently shown) accelerometers that detect rapid acceleration (ordeceleration), skids, overturns, and other non-typical driving maneuversand can deploy strobing lights without input from the driver. Themicrocontroller 302 can be programmed such that the strobing ceasesautomatically upon resumption of a normal speed or orientation for thevehicle, or they may remain activated until the microcontroller 302 isreset (for example, by a press of the hazard light switch by the driveror occupant).

In some cases, it may be desirable to allow reprogramming of themicrocontroller 302 after installation. Accordingly, the strobe module300 may be equipped with a wireless module 316. The wireless module 316may be a Bluetooth module that can communicate in an ad hoc fashion witha variety of devices. The wireless module 316 could also be an IEEE802.11 or “WiFi” enabled chip to take advantage of the WiFi networkprovided by some newer cars or mobile hotspots. The wireless module 316can allow reprogramming of the microcontroller 302 even if the strobemodule 300 is installed in a location in the vehicle that is difficultto access.

The wireless module 316 may also be used to interface with Bluetooth®equipped LED modules installed in place of original incandescent LEDsignal or flasher lights. In such embodiments, the LED lights may behaveas customary flashing signal or hazard lights unless instructed via thewireless module 316 to strobe. Naturally, such a solution requiresadditional circuitry at each LED or bulb location and may be morecumbersome to install and maintain. However, such a configuration wouldhave the advantage of allowing the existing signal and hazard lightswitch gear to remain in place. In such an embodiment, some or all ofthe output signal block 308 of the strobe module 300 may be eliminatedand the wiring passing to the signal or hazard lights may simply be apass-through arrangement. The input for the microcontroller 302 may thenbe gathered from the analog input block 304 and/or BCM input block 306.A simple determination of which line or signal was active would be allthat is needed in such an embodiment since the signal is passed“downstream” to the lights. The microcontroller 302 still determineswhether to deploy a strobe or traditional flash based upon detection ofwhether a signal or hazard light was indicated. Further, in this andother embodiments, various capacities of the strobe module 300 might beturned on or off by a user via the wireless module 316.

Referring now to FIG. 4, a schematic input/output diagram of the strobemodule 300 according to aspects of the present disclosure is shown. InFIG. 4, arrows around the periphery of the strobe module 300 indicatewhether the associated connection is an input or output. For example,inputs received from existing vehicle controls (e.g., hazard switchinput high 408) are shown with an inward facing arrow.

It will be appreciated that a number of existing vehicle signal andhazard light wiring schemes are in existence, whether on an analog basisor on the basis of utilizing a newer BCM. Accordingly, in order to workwith a wide array of vehicles, various embodiments of the presentdisclosure may have different pinouts and wire compatibilities. In someembodiments, leads that are not used are simply ignored. However, whereit is more economical to do so, various embodiments of the presentdisclosure may be built with only the ports, pins, and wiring needed forthe immediate application for which it is intended. In such case, afit-list might be developed alongside that specifies, for particularembodiments, those makes and models of vehicle with which it iscompatible. After describing the inputs and outputs that are available,a number of examples are given below as to how various embodiments ofthe present disclosure are adapted to work with various wide spreadwiring schemes currently in existence.

An ignition connection 402 may be provided as a part of the power supplymodule 310. The 202 provides indication to the microcontroller 302 thatthe vehicle is switched on (normally, signal lights do not deploy whenthe vehicle ignition is off, but hazard lights do). A separateconnection to power, battery connection 404 is also provided and allowsfor deployment of certain function (e.g., strobing hazard lights) whenthe ignition of off. The ignition connection 401 may also be part of thepower supply module 310. A ground lead 406 is also provided. In someembodiments, ground is provided via the connector 214, but in otherembodiments, it is a separately attached lead to the strobe module 300.

Forming a part of the analog input block 304 may be leads or connectionsfor hazard switch input high 408, hazard switch input low 410, left turnsignal switch 412, and right turn signal switch 414. Two hazard switchinput options are provided to account for the fact that in some existingsystems the existing relay is activated by providing a high voltage tothe relay. In others, the activation lead remains high unless the relayis to be deployed to flash the hazard lights. In such case, a ground orlow voltage signal indicates hazard deployment. By providing both hazardswitch input high 408 and hazard switch input low 410 leads, the strobemodule 300 is compatible with both types of systems.

The strobe module 300 can be programmed to be capable of multipleflashing and strobing patterns. For example, a single press of theexisting hazard switch might be intended to signal the traditional slowcycling flash. A second press would be intended to select a high speedstrobe. Therefore when various embodiments of the strobe module 300 areinstalled, a driver or passenger can deploy hazard lights in the mannerin which they are accustomed. This also eliminates the need for separateswitches or controls to gain full functionality of what is considered avehicle safety system.

Hazard switches on certain vehicles provide two discrete positions (highand low). Typically, hazard flashers in such systems are deployed whenthe button is pressed and then remains depressed. Such switches actuallyactivate the existing flasher relay by operating as a power switch. Asecond press releases the switch to the high position and depowers thehazard lights. The strobe module 300 may still be configured to operatewith such systems, even so far as providing both flashing and strobing,or multiple strobing patterns. The strobe module 300 in such case may beprogrammed to “count” the number of presses, or transitions from on tooff and vice versa provided via the legacy two-position switch. Relyingon the battery connection 404 and/or the on board battery to keep themicrocontroller 302 and other components powered the strobe module 300provides the programmed or desired operations notwithstanding that theexisting relay may have been powered only by the power flowing throughthe existing switch.

The lead for the left turn signal switch 412 and the right turn signalswitch 414 act to inform the strobe module 300 when left or right turnsignals are activated. As described above, the strobe module 300 mayactivate the left or right turn signals in response to movement of theexisting turn signal stalk in a manner that replicates the existingslower flash of the turn signals, or a strobing flash.

In embodiments where the strobe module 300 interfaces with a BCM the BCMinput block 306 provides a front left lamp input 418 and a front rightlamp input 420. A rear left lamp input 422 and rear right lamp input 424are also provided. If the vehicle is so equipped a left mirror lampinput 426 and right mirror lamp input 428 may be provided as well. Sincethe BCM controls input or interface with the driver (e.g., via the turnsignal stalk) the strobe module 300 may not receive any directindication of the stalk position, nor of the position of the hazardlight switch. Instead the strobe module 300 may infer what the driver isdoing based upon these inputs from the BCM. For example, if lights onone side or the other of the vehicle are activated based on the BCMinputs, the strobe module 300 simply replicates those outputs via theoutput signal block 308. On the other hand, where lights for both sidesof the vehicle are activated at once, the hazard lights have beendeployed. The strobe module 300 will then use the output signal block308 to effect a strobe on the vehicle's signal lamps.

For ease of understanding, in FIG. 4, output signal block 308 is shownsplit into left and right components or left and right LED groups.Lights associated with the left side of the vehicle may be controlled bya left mirror lamp output 416, a front left lamp output 430, a rear leftlamp output 432, and/or a combination meter left output 434. The outputsignal block 308 has a similar set of outputs for the right side of thevehicle including a right mirror lamp output 436, a right front lampoutput 438, a rear right lamp output 440, and/or a combination meterright output 442. It is understood that not all of these outputs will beemployed in every installation or in every embodiment of the strobemodule 300. For example, if a vehicle does not have a lamp associatedwith the left hand mirror, the left mirror lamp output 416 will beabsent, or simply left unconnected. It is also understood that each ofthese outputs are equipped with whatever additional circuitry is neededto adequately drive the associated LEDs being activated.

The strobe module 300 also provides two additional signal outputs thatare utilized with certain existing vehicle wiring systems as will beexplained below. These include a turn signal out indicator 444 and ahazard signal out indicator 446. The signals output on the turn signalout indicator 444 and hazard signal out indicator 446 are controlled bythe microcontroller 302 as with the other outputs.

Referring now to FIG. 5, a wiring diagram of a two-pin flasher system isshown. The system shown in FIG. 5 is an existing two-pin flasher systemand is denoted as such in the present disclosure by virtue of the factthat the existing hazard flasher 506 interacts with the remainder of thesystem via only two-pins as explained herein. In the present case, thetwo pins represent an input from power and an output to the light orlights to be flashed. It should also be understood that otherconfigurations for two-pin flasher systems may also exist. The system ofFIG. 5 utilizes a pair of similar thermal cycling switches 504, 506 thatcontrol turn signals and hazard flashers, respectively. The turn signalflasher 504 may connect to power via fuse box 502 and be wired such thatpower is available only when the associated vehicle ignition switch isturned on. The hazard flasher 506 may be connected to fuse panel 502such that power is continuously available to the hazard flasher 506.Activation of the hazard flasher may be controlled by switch 501 whichbegins thermal cycling of the hazard flasher 506 providing power andillumination to left rear lamp 106, left front indicator light 102,right front indicator light 108, and right rear indicator light 112. Aninstrument cluster 510 may be provided with a left turn indicator 512and a right turn indicator 514. When the circuit has been placed undercontrol of the hazard flasher 506 by the switch 501, both of the turnindicators 512, 514 may flash periodically in unison. Where the turnsignals are also utilized as hazard flashers, a multi-function switch500 may be provided for turning on and off the turn signal flasher 504as well as directing current to the appropriate lamps on the right orleft side of the vehicle.

Referring now to FIG. 6A, a wiring diagram showing an embodiment of astrobe module 300 according to aspects of the present disclosureinstalled into the two-pin flasher system of FIG. 5 is shown. Here theexisting thermal hazard flasher 506 has been replaced with the strobemodule 300 of the present disclosure. As mentioned above, the strobemodule 300 in the present embodiment interacts with the existing systemvia only two-pins. In the present embodiment, the additional the groundlead is utilized 406. The remaining inputs and outputs of the strobemodule 300 (e.g., described with respect to FIG. 4) may be left unusedor the strobe module 300 may be manufactured only with the inputs andoutputs needed. In the configuration of FIG. 6A, when the hazard switch501 is activated, the strobe module 300 will drive the signal lamps at astrobing rate previously described. Thus, in the present configuration,the strobe module 300 stands in for the replaced hazard flasher 506.

Referring now to FIG. 6B, a wiring diagram showing an embodiment of thestrobe module 300 installed differently into a two-pin flasher system isshown. One advantage of installing the strobe module 300 in the mannershown in FIG. 6B is that the strobe module 300 is only connected tobattery power when activated by the hazard switch 501. This can preventa potential drain on the vehicle battery that could result from thecontinuous operation of the internal microcontroller and othercomponents of the strobe module 300. Here, outputs from the switch 501selectively connect the battery connection 404 of the strobe module 300to the power. When the strobe module 300 in the present configuration isprovided with power, the front left lamp output 430, rear left lampoutput 432, front right lamp output 438, and rear right lamp output 440are utilized to drive the individual respective front and rear turnsignals rather than driving all of them simultaneously via the hazardsignal out indicator 446 (which is unused in the configuration of FIG.6B). Left meter output 434 may be utilized to drive the left turnindicator 512 and the right meter output 442 may be used to drive theright turn indicator 540.

Referring now to FIG. 7A, a wiring diagram of a three-pin flasher systemis shown. It should be understood that the three-pin flasher system ofFIG. 7 is only an example and that other three-pin flasher systems mayexist. In the three-pin flasher system, the existing flash relay 706provides cycling power on an output based upon a setting of an ignitionswitch 702 and a hazard switch 701. Three-pin flasher systems generallyprovide at least a front left turn signal 102, a rear left signal 106, afront right signal 108, and a right rear signal 112. A turn signalindicator 710 may also be provided. Under normal operation the turnsignals are controlled by the turn signal switch 705 which may comprisea turn signal stalk next to a steering wheel. When power is on at theignition switch 702, the left or right side signal lights may beperiodically activated via the flash relay 706. The hazard switch 701may be utilized to provide a cyclic flash via the flash relay 706 to allof the signal lights.

Referring now to FIG. 8, a wiring diagram showing an embodiment of astrobe module 300 according to aspects of the present disclosureinstalled into the three-pin flasher system of FIG. 7 is shown. Here,the flash relay 706 has been replaced by the strobe module 300 of thepresent disclosure. The battery lead 404 is connected to the hazardswitch 701 and the signal out indicator 444 and the hazard signal outindicator 446 are connected both into the relay system of the hazardswitch 701 and the turn signal switch 705. This allows the strobe module300 to serve as the provider of both strobing effects when the hazardswitch 701 is activated as a signaling light provider when the turnsignal switch 705 is activated.

Referring now to FIG. 9, a wiring diagram of a four-pin flasher systemis shown. With the four-pin flasher system the existing flasher device906 interacts with the remainder of the system via four separate pins.The system of FIG. 9 is more complex than those previously discussed anda single switch 901 may be utilized to activate both signal lights andhazard lights. This may be powered via a fuse block 902 providing bothfull time power and intermittent power based on the position of theignition switch. Some four-pin flasher systems utilize two left frontturn signals or indicator lights 102 and two right front turn signals orindicator lights 108. Single right rear turn signals 112 and left rearturn signals 106 are utilized. Each of these may be wired into thecombination switch 901. However, the flashing of the signal lights iscontrolled by the existing flasher 906.

Referring now to FIG. 10, a wiring diagram showing placement of thestrobe module 300 of the present disclosure into the four-pin flashersystem of FIG. 9 is shown. Here, the strobe module 300 is connected viathe combination switch 901 both on the ignition connection 402 and thebattery connection 404. Indication to activate hazard lights by thecombination switch 901 activates both the battery connection 404 and theignition connection 402 of the strobe module 300. In turn, the strobemodule 300 provides a strobing signal on hazard signal out indicator446. The hazard signal out indicator 446 having been connected in placeof the previous flash output will cause the associated signal lights tobe driven in the previously described strobing fashion.

Referring now to FIG. 11, a wiring diagram of a five-pin flasher systemis shown. Five-pin flasher systems provide five-pin connections to anexisting flasher module 1106. As of previous embodiments a fuse box 1102may be connected to the existing flasher module 1106 to provide powerboth when the ignition is on, as well as a full time connection. Theexisting flasher module 1106 controls the flashing of both the turnsignals and the hazard flashers based on position information receivedfrom a multi-function switch 1105. The multi-function switch 1105provides selective power to some or all of the left front signal light102, the right front signal light 108, the left rear signal light 106,and the right rear signal light 112.

Referring now to FIG. 12, the five-pin flasher system of FIG. 11 isshown with the strobe module 300 of the present disclosure insertedtherein. The strobe module 300 takes the place of the flasher module1106 of the existing system. When the ignition connection 402 and thebattery connection 404 are both powered, the strobe module 300 providesstrobing outputs on the hazard signal output 446 and may provide asignal output on the turn signal output 444. As before, themulti-function switch 1105 is wired to determine which of the signallamps receive the respective signal from the strobe module 300.

Referring now to FIG. 13, a wiring diagram of an eight-pin flashersystem is shown. The eight-pin flasher system of FIG. 13 interacts withthe existing flasher relay 1306 via eight separate pins. A turn switch1305, which may be associated with a steering column mounted stalk,signals to the existing flasher relay 1306 whether a left or right turnsignal has been activated. The existing relay then provides theappropriate flashing output on either the left or right side signallights. A separate hazard flasher switch 1301 indicates to the existingflasher relay 1306 when a hazard condition has been signaled in theflasher relay 1306 illuminates all of the signal lights in thetraditional flashing manner.

Referring now to FIG. 14, a wiring diagram showing the eight-pin flashersystem of FIG. 13 equipped with a strobe module 300 according to aspectsof the present disclosure is shown. Here, the strobe module 300 isconnected to an ignition power switch via ignition connection 402 and isconnected to the battery via battery connection 404. The groundconnection 406 is also utilized. Outputs from the existing turn signalswitch 1305 are provided in the case of the left turn signal to the leftturn signal switch input 412 and in the case of the right turn signal tothe right turn signal input 414. The separate hazard switch input low410 is provided since the shown eight-pin flasher system activates thehazard flasher by grounding the pin. Based upon the signal received oninputs 412, 414, 410 the strobe module 300 acts either as a turn signalactivating only the left or right side lights or acts as a flash moduleand provides a strobing output on all of the signal lights. These mayinclude left side lamps 102, 104, 106 and right side lamps 108, 110,112. It will be appreciated that the strobe module 300 may have outputsdedicated to each of the individual lamp positions as previouslydescribed. These may each be used or only one may be used for each sideof the vehicle.

Referring now to FIG. 15, a wiring diagram of a flasher systemcontrolled by a BCM is shown. As previously described, BCM systems arenot necessarily well documented. However, based on functions provided byvarious BCMs, certain internal components are known (for example, asshown, interior to BCM 1510). Typically a BCM will receive inputs bothfrom a hazard switch 1506 as well as turn signal indicators. Left sideoutputs 1512 controls the left side lamps 102, 104, 106 and a right sideoutput 1514 may control right side lamps 108, 110, 112.

Referring now to FIG. 16A, a wiring diagram showing the strobe module300 of the present disclosure installed in a BCM system is shown. In theinstallation of FIG. 16A the strobe module 300 may be required to beseparately connected to the ignition by the ignition connection 402 andto the battery by the battery connection 404. The strobe module 300 thenintercepts the output from the BCM 1510 to determine when signal lightsor hazard lights have been activated. All or only part of theconnections available on the BCM input block 306 may be utilized. Thesemay include a front left lamp input 418, a rear left lamp input 422, aleft mirror lamp input 426, as well as the corresponding inputs on theright side of the vehicle such as the front right lamp input 414, therear right lamp input 422, and the right mirror lamp input 428.Similarly, depending upon the particular configuration all or perhapsonly some of the lamp driving outputs of the strobe module 300 may beutilized. For example, regarding the left side of the vehicle, the leftmirror lamp output 416, the front left lamp output 430, the rear leftlamp output 432, and/or the meter output 434 may be utilized. Withregard to the right side of the vehicle, the right mirror lamp output436, the right front lamp output 438, the right rear lamp output 440,and/or the meter output 442 may be utilized. Lamps may include but arenot limited to the left front lamp 102, left mirror lamp 104, and leftrear lamp 106. On the right side, the lamps may include but are notlimited to the front right lamp 108, the front mirror lamp 110, and theright rear lamp 112.

Referring now to FIG. 16B is a wiring diagram showing an embodiment of astrobe module installed into the BCM controlled flasher system of FIG.15 via modification of a microcontroller. As previously described, andas known to those of skill in the art, the BCM 1510 may comprise one ormore microcontrollers or central processing units 1602. The CPU 1602 mayexecute the logic associated with the various functions of the BCMincluding, but not limited to, operation of the signal lights and hazardlights. Here, the BCM 1602 is configured to directly control thestrobing functions of the hazard lights as described herein (in contrastto the system of FIG. 16A where the strobing functions are implemented“downstream” of the BCM). This may be accomplished by an auxiliary chip1604 that may contain memory and instructions for proper timing of thehazard lights (e.g., a strobe effect or effects). Such an auxiliary chip1604 may be wired to the BCM 1602 directly or may communicate with theBCM 1602 via a bus (not shown) such as a controller area network (CAN)bus (many vehicles today are already equipped with a CAN bus). Inanother embodiment, additional chips or memories are not needed as theBCM 1510 contains all of the necessary logic and timing information todrive the vehicle lights in a strobing fashion in response to inputsfrom the hazard switch and/or signal stalk.

It should be understood that the various configurations described aboveand illustrated in FIGS. 5-16B employing various embodiments of strobemodules according to the present disclosure are illustrative only, andshould not be taken as exhaustive. One of skill in the art can developadditional configurations employing the functions and abilities ofvarious embodiments of strobe modules (e.g., strobe module 300)described herein.

In operation, once installation is complete, and depending upon theexisting vehicle circuitry and the limitations inherent therein, morethan one strobe pattern may be accessed and activated by the driver oruser. For example, upon an initial activation of the strobe module 300in the context of deployment of a hazard switch, the strobe module 300may be programmed to flash in the traditional manner (e.g., with a cycleof about 2 Hz). A second press of activation of the vehicles hazardswitch (e.g., hazard switch 206 of FIG. 2) may result in the strobemodule switching from a slow cycle to a strobing cycle (e.g., around 8Hz). Further options can be embedded or programmed into strobe module(e.g., using the microcontroller 102) such as strobe pattern that movesfrom right to left or vice versa. One such pattern is illustrated inFIG. 17 where the left side lights strobe briefly and then cease whilethe right side lights strobe slightly longer before the cycle repeats.This is suggestive that traffic or other observers of the hazard lightsshould move to the right. A similar pattern can be developed to suggestmovement to the left as shown in FIG. 18.

An exemplary state diagram corresponding to the operation of the strobemodule 300 is shown in FIG. 19. In some embodiments, continued pressesof the hazard switch are needed to cycle the strobe module, as shown inFIG. 19. An off state is shown at 1902. A single button press 1901 orswitch throw (e.g., deployment of the hazard switch 206) may move thestrobe module 300 to a traditional flashing configuration 1902. Fromhere, another press 1901 moves the strobe module 300 to a strobe 1904.In some embodiments, further presses 1901 move the module 300 to a rightto left strobe 1906 and a left to right strobe 1908. However, dependingupon the switch gear available in the existing vehicle into which thestrobe module 300 is installed, a single, long press 1910 of the hazardswitch may be used to reset the strobe module to off 1902 from any otherstate. In another embodiment, cycling or interrupting the power supplyto the strobe module through the ignition (e.g., ignition connection402) may be employed to “reset” the strobe module 300.

It is to be understood that the terms “including”, “comprising”,“consisting” and grammatical variants thereof do not preclude theaddition of one or more components, features, steps, or integers orgroups thereof and that the terms are to be construed as specifyingcomponents, features, steps or integers.

If the specification or claims refer to “an additional” element, thatdoes not preclude there being more than one of the additional element.

It is to be understood that where the claims or specification refer to“a” or “an” element, such reference is not be construed that there isonly one of that element.

It is to be understood that where the specification states that acomponent, feature, structure, or characteristic “may”, “might”, “can”or “could” be included, that particular component, feature, structure,or characteristic is not required to be included.

Where applicable, although state diagrams, flow diagrams or both may beused to describe embodiments, the invention is not limited to thosediagrams or to the corresponding descriptions. For example, flow neednot move through each illustrated box or state, or in exactly the sameorder as illustrated and described.

Methods of the present invention may be implemented by performing orcompleting manually, automatically, or a combination thereof, selectedsteps or tasks.

The term “method” may refer to manners, means, techniques and proceduresfor accomplishing a given task including, but not limited to, thosemanners, means, techniques and procedures either known to, or readilydeveloped from known manners, means, techniques and procedures bypractitioners of the art to which the invention belongs.

For purposes of the instant disclosure, the term “at least” followed bya number is used herein to denote the start of a range beginning withthat number (which may be a ranger having an upper limit or no upperlimit, depending on the variable being defined). For example, “at least1” means 1 or more than 1. The term “at most” followed by a number isused herein to denote the end of a range ending with that number (whichmay be a range having 1 or 0 as its lower limit, or a range having nolower limit, depending upon the variable being defined). For example,“at most 4” means 4 or less than 4, and “at most 40%” means 40% or lessthan 40%. Terms of approximation (e.g., “about”, “substantially”,“approximately”, etc.) should be interpreted according to their ordinaryand customary meanings as used in the associated art unless indicatedotherwise. Absent a specific definition and absent ordinary andcustomary usage in the associated art, such terms should be interpretedto be ±10% of the base value.

When, in this document, a range is given as “(a first number) to (asecond number)” or “(a first number)-(a second number)”, this means arange whose lower limit is the first number and whose upper limit is thesecond number. For example, 25 to 100 should be interpreted to mean arange whose lower limit is 25 and whose upper limit is 100.Additionally, it should be noted that where a range is given, everypossible subrange or interval within that range is also specificallyintended unless the context indicates to the contrary. For example, ifthe specification indicates a range of 25 to 100 such range is alsointended to include subranges such as 26-100, 27-100, etc., 25-99,25-98, etc., as well as any other possible combination of lower andupper values within the stated range, e.g., 33-47, 60-97, 41-45, 28-96,etc. Note that integer range values have been used in this paragraph forpurposes of illustration only and decimal and fractional values (e.g.,46.7-91.3) should also be understood to be intended as possible subrangeendpoints unless specifically excluded.

It should be noted that where reference is made herein to a methodcomprising of two or more defined steps, the defined steps can becarried out in any order or simultaneously (except where contextexcludes that possibility), and the method can also include one or moreother steps which are carried out before any of the defined steps,between two of the defined steps, or after all of the defined steps(except where context excludes that possibility).

Further, it should be noted that terms of approximation (e.g., “about”,“substantially”, “approximately”, etc.) are to be interpreted accordingto their ordinary and customary meanings as used in the associated artunless indicated otherwise herein. Absent a specific definition withinthis disclosure, and absent ordinary and customary usage in theassociated art, such terms should be interpreted to be plus or minus 10%of the base value.

Thus, the present invention is well adapted to carry out the objectivesand attain the ends and advantages mentioned above as well as thoseinherent therein. While presently preferred embodiments have beendescribed for purposes of this disclosure, numerous changes andmodifications will be apparent to those of ordinary skill in the art.Such changes and modifications are encompassed within the spirit of thisinvention as defined by the claims.

What is claimed is:
 1. A system comprising: a microcontroller havingoperational control over a set of vehicle lights corresponding to leftand ride sides of the vehicle; a plurality of sensors associated withthe vehicle and configured to provide data to the microcontrollerindicative of whether the vehicle is nearer the left or right side of aroadway on which the vehicle was travelling; wherein, when themicrocontroller receives a request to strobe lights associated with thevehicle it strobes the set of vehicles light from right to left if thevehicle is within a first predetermined distance of a right side of theroadway; and wherein, when the microcontroller receives a request tostrobe lights associated with the vehicle it strobes the set of vehiclelights from left to right if the vehicle is within a secondpredetermined distance of a left side of the roadway.
 2. The system ofclaim 2, wherein when the microcontroller receives a request to strobelights associated with the vehicle it strobes the set of vehicle lightsin a non-directional manner if the vehicle is outside of a thirdpredetermined distance of the right or left sides of the roadway.
 3. Thesystem of claim 2, wherein the plurality of sensors includes a GPSsensor.
 4. The system of claim 2, wherein the plurality of sensorsincludes a camera.
 5. The system of claim 2, further comprising a sensorin communication with the microcontroller indicating whether the vehicleis facing an incorrect direction on the roadway.
 6. The system of claim5, wherein the sensor in communication with the microcontrollerindicating whether the vehicle is facing an incorrect direction on theroadway comprises an accelerometer.
 7. The system of claim 5, whereinthe sensor in communication with the microcontroller indicating whetherthe vehicle is facing an incorrect direction on the roadway comprises acompass.
 8. The system of claim 5, wherein the sensor in communicationwith the microcontroller indicating whether the vehicle is facing anincorrect direction on the roadway comprises a camera.
 9. The system ofclaim 5, wherein the sensor in communication with the microcontrollerindicating whether the vehicle is facing an incorrect direction on theroadway comprises a radar.
 10. A system comprising: a microcontrollerhaving operational control over a set of vehicle lights corresponding toleft and ride sides of the vehicle; a plurality of sensors associatedwith the vehicle and configured to provide data to the microcontrollerindicative of an operational state of the vehicle; wherein, when themicrocontroller receives a request to strobe lights associated with thevehicle it strobes the lights when it determines, based on data from theplurality of sensors, that the vehicle is in a distressed state.
 11. Thesystem of claim 10, wherein the microcontroller flashes the lightsassociated with the vehicle it receives a request to strobe lightsassociated with the vehicle but the vehicle is in a non-distressed statebased on data from the plurality of sensors.
 12. The system of claim 10,wherein a distressed state is indicated by airbag deployment.
 13. Thesystem of claim 10, wherein a distressed state is indicated by ABSdeployment.
 14. The system of claim 10, wherein a distressed state isindicated by a rollover event.
 15. The system of claim 10, wherein adistressed state is indicated by activation of a traction controlsystem.
 16. The system of claim 10, wherein the microcontroller strobesthe lights when it determines, based on data from the plurality ofsensors, that the vehicle was in a distressed state within apredetermined time frame.
 17. The system of claim 11, wherein activationof cruise control indicates a non-distressed state.
 18. The system ofclaim 11, wherein a vehicle speed over a predetermined limit indicates anon-distressed state.
 19. The system of claim 11, wherein a phone callto a non-emergency number indicates a non-distressed state.
 20. Thesystem of claim 11, wherein an excessive entertainment system volumeindicates a non-distressed state.